Method and system for controlling an automatic transmission using a GPS assist having a learn mode

ABSTRACT

A method and system for controlling an automatic transmission is disclosed. The method and system include obtaining positioning data using a global positioning satellite (GPS) and monitoring the automatic transmission to obtain transmission data. The method and system also include learning whether performance of the automatic transmission can be improved utilizing the positioning data and the transmission data. Moreover, the method and system include adjusting a shift threshold for the positioning data for the automatic transmission if it is determined that the performance of the automatic transmission can be improved.

CROSS-REFERENCE TO RELATED APPLICATIONS

The present application is a divisional of U.S. patent application Ser.No. 09/822,103, filed Mar. 30, 2001.

FIELD OF THE INVENTION

The present invention relates to automatic transmissions, and moreparticularly to a method and system for improving the performance andlifetime of the automatic transmission using a global positioningsystem.

BACKGROUND OF THE INVENTION

Automatic transmissions are used in a variety of vehicles. Automatictransmissions generally reduce the burden on a driver by automaticallyshifting the vehicle to a new gear based on conditions in thetransmission. FIG. 1 depicts a conventional method 10 used by anautomatic transmission. The load on the automatic transmission ismonitored, via step 12. Thus, the condition of the automatictransmission is known throughout use of the vehicle. It is determinedwhether the load indicates that the shift thresholds of the automatictransmission have been reached via step 14. If the shift thresholds havenot been reached, then no action is taken and the loads on the automatictransmission are continued to be monitored. If, however, it isdetermined that the shift thresholds have been reached, then theautomatic transmission shifts, via step 16. If it is determined in step14 that a lower shift threshold is reached, then the automatictransmission shifts to a lower gear in step 16. If it is determined instep 14 that a higher shift threshold has been reached, then theautomatic transmission shifts to a higher gear in step 16. Thus, theautomatic transmission shifts gears for the vehicle based on the load tothe transmission.

Recently, global positioning satellite (GPS) systems have become morewidely used in vehicles such as automobiles. A GPS system utilizes anorbiting GPS satellite and a GPS unit on the vehicle. Throughcommunication between the GPS unit and the GPS satellite, the location,direction of travel and, in some cases, the altitude of the vehicle inwhich the GPS unit resides can be determined. Furthermore, the GPSsystem can be utilized to adjust the shift threshold of the automatictransmission. For example, GPS navigation systems ace typically equippedwith a map indicating physical bodies, such as streets and buildings, inthe area in which the vehicle currently is. This ability can be used toadjust the shift thresholds.

FIG. 2 depicts a conventional method 50 for changing operation of theautomatic transmission using the GPS system. Based on GPS data obtainedfrom the GPS navigation system, it is determined whether the vehicle isapproaching some particular geographic body, via step 52. For example,the geographic body may be an intersection or a particular stretch ofroad. The particular type of geographic bodies are typically preset inthe GPS system. The shift thresholds are then adjusted, via step 54.Thus, the shifting of the automatic transmission can be changed usingthe GPS system.

Although the conventional method 50 can improve performance of theautomatic transmission, one of ordinary skill in the art will readilyrealize that the conventional method 50 is rather inflexible. Inparticular, the conventional method 50 utilizes only preset types ofgeographic landmarks to improve performance of the automatictransmission. Thus, other factors including but not limited to thebehavior of the transmission are not accounted for. Thus, in general theshift thresholds for an automatic transmission are still relativelystatic. As a result, the automatic transmission may still shift at anon-optimal time given the local terrain. For example, the automatictransmission may still shift down just as a vehicle crests a hill orshift up just as the vehicle reaches a hill. The automatic transmissionwill then shift back up or back down shortly after the previous shiftwas completed. As a result, the smoothness of the ride, gas mileage, andthe lifetime of the automatic transmission can be adversely impacted.

Accordingly, what is needed is a system and method for improving theperformance and lifetime of the automatic transmission. The presentinvention addresses such a need.

SUMMARY OF THE INVENTION

The present invention provides a method and system for controlling anautomatic transmission. The method and system include obtainingpositioning data using a global positioning satellite (GPS) andmonitoring the automatic transmission to obtain transmission data. Themethod and system also include learning whether performance of theautomatic transmission can be improved utilizing the positioning dataand the transmission data. Moreover, the method and system includeadjusting a shift threshold for the positioning data for the automatictransmission if it is determined that the performance of the automatictransmission can be improved.

According to the system and method disclosed herein, the presentinvention provides a method and system which is able to utilize GPSpositioning data for a vehicle and learn how to improve the shiftingcharacteristics of the automatic transmission of a vehicle.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a flow chart depicting a conventional method 10 for shiftingusing an automatic transmission.

FIG. 2 is a flow chart of a conventional method for updating theautomatic transmission of a vehicle based on road conditions.

FIG. 3A is a high-level flow chart of one embodiment of a method inaccordance with the present invention for controlling an automatictransmission using GPS assistance.

FIG. 3B is a high-level flow chart of a preferred embodiment of a methodin accordance with the present invention for controlling an automatictransmission using GPS assistance.

FIG. 4 is a flowchart of one embodiment of a method in accordance withthe present invention for determining whether there is a one-time event.

FIG. 5 is a more detailed flow chart of one embodiment of a method inaccordance with the present invention for learning whether performanceof the automatic transmission can be improved.

FIG. 6A is a flow chart of one embodiment of at method in accordancewith the present invention for adjusting a shift threshold.

FIG. 6B is a flow chart of a second embodiment of a method in accordancewith the present invention for adjusting a shift threshold.

FIG. 7 is a flow chart of one embodiment of a method in accordance withthe present invention for removing records in the automatic transmissionusing GPS assistance.

FIG. 8 is a block diagram of one embodiment of a system in accordancewith the present invention for controlling the automatic transmissionusing GPS assistance.

FIG. 9A is a block diagram of one embodiment of the system in accordancewith the present invention as used in a vehicle.

FIG. 9B is a block diagram of a second embodiment of the system inaccordance with the present invention as used in a vehicle.

DETAILED DESCRIPTION OF THE INVENTION

The present invention relates to an improvement in control of automatictransmission in automotive or other systems. The following descriptionis presented to enable one of ordinary skill in the art to make and usethe invention and is provided in the context of a patent application andits requirements. Various modification to the preferred embodiment willbe readily apparent to those skilled in the art and the genericprinciples herein may be applied to other embodiments. Thus, the presentinvention is not intended to be limited to the embodiment shown, but isto be accorded the widest scope consistent with the principles andfeatures described herein.

The present invention provides a method and system for controlling anautomatic transmission. The method and system include obtainingpositioning data using a global positioning satellite (GPS) andmonitoring the automatic transmission to obtain transmission data. Themethod and system also include learning whether performance of theautomatic transmission can be improved utilizing the positioning dataand the transmission data. Moreover, the method and system includeadjusting a shift threshold for the automatic transmission for thepositioning data if it is determined that the performance of theautomatic transmission can be improved.

The present invention will be described in terms of particular methodshaving certain steps. However, one of ordinary skill in the art willreadily recognize that this method and system will operate effectivelyfor methods having other or different steps. In addition, the presentinvention will be described in terms of a particular system used with anautomatic transmission. One of ordinary skill in the art will, however,recognize that the system cam be organized differently or interact withdifferent components of a vehicle.

To more particularly illustrate the method and system in accordance withthe present invention, refer now to FIG. 3A, depicting a high-level flowchart of one embodiment of a method 100 in accordance with the presentinvention for controlling a vehicle's automatic transmission using GPSassistance. The method 100 is used in conjunction with an automatictransmission (not shown in FIG. 3A) and a GPS subsystem (not shown inFIG. 3A) that receives data from a GPS satellite (not shown in FIG. 3A).GPS positioning data is obtained, via step 102. In a preferredembodiment the positioning data obtained in step 102 includes theposition of the vehicle as well as the direction of travel. Thepositioning data might include the altitude of the vehicle. The speed ofthe vehicle may also be included in the positioning data, but need notbe determined using a GPS satellite. The automatic transmission is alsomonitored to obtain transmission data, via step 104. Preferably, theautomatic transmission's load, or torque, is monitored in step 104. Inaddition, the time in a particular gear may be monitored in step 104.Preferably, step 102 and 104 occur throughout the operation of theautomatic transmission.

Using the positioning data and the transmission data it is learnedwhether performance of the automatic transmission can be improved, viastep 108. In a preferred embodiment, the number of times a shift to anew gear followed shortly thereafter by a shift back to the originalgear has occurred for the same positioning data can be used to learnwhether performance of the automatic transmission can be improved. In analternate embodiment, another mechanism can be used to learn whetherperformance can be improved. For example, in an alternate embodiment theload on the automatic transmission could be monitored to determinewhether the load changes greatly in a short time after the shift. Ineither case, the shift that was performed can adversely affect theperformance of the automatic transmission. If it is determined that theperformance of the automatic transmission can be improved in step 108,then the shift thresholds of the automatic transmission are adjusted forthe positioning data improve performance, via step 110. In a preferredembodiment, the shift thresholds are adjusted as the vehicle approachesthe position indicated by the data and is traveling in the directionindicated by the positioning data, then may be readjusted when thevehicles moves away from the position.

Thus, the method 100 learns whether performance of the automatictransmission is suffering at certain positions and adjusts the shiftthresholds of the automatic transmission to improve performance at thesepositions. As a result, shifting may be smoother, wear and tear on theautomatic transmission reduced, and gas mileage improved.

FIG. 3B is a high-level flow chart of a preferred embodiment of a method100′ in accordance with present invention for controlling automatictransmission using GPS assistance. The method 100 is used in conjunctionwith an automatic transmission (not shown in FIG. 3B) and a GPSsubsystem (not shown in FIG. 3B) that receives data from GPS satellite(not shown FIG. 3B). Many of the steps of the method 100′ aresubstantially the same as for the method 100 depicted in FIG. 3A.Consequently, these steps are labeled similarly.

GPS positioning data is obtained, via step 102′ in the method 100′. In apreferred embodiment, the positioning data obtained in step 102′includes the position of the vehicle as well as the direction of travel.The automatic transmission is also monitored to obtain transmissiondata, via step 104′. Preferably, the automatic transmission's load, ortorque, is monitored in step 104′. In addition, the time in a particulargear may be monitored in step 104′. Preferably, step 102′ and 104′ occurthroughout the operation of the automatic transmission Steps 102′ and104′ correspond to the steps 102 and 104 of the method 100.

It is determined whether a one-time event has occurred, via step 105.The one-time event is preferably an event that is not discernible usingGPS data alone. For example, the one-time event could include stronghead or tail winds, an extra heavy load in a truck, an unusually lightload in a truck, or towing a trailer behind the vehicle. Various meanscould be used to automatically determine when the head wind, loadweight, trailer attachment or other one-time event has occurred. In apreferred embodiment, the gas mileage of the vehicle can be used, asdiscussed below.

If the one-time event has occurred, then the transmission willautomatically be ensured to be at the factory settings, via step 106.Thus, step 106 may reset the shift thresholds of the automatictransmission to the factory levels. However, because this reset ischaracterized as a one-time event, the event should not be used inadjusting the shift thresholds for the automatic transmission, which isdiscussed below.

If the one-time event has not occurred, then using the positioning dataand the transmission data it is learned whether performance of theautomatic transmission can he improved, via step 108′. If it isdetermined that the performance of the automatic transmission can beimproved in step 108′, then the shift thresholds of the automatictransmission are adjusted for the positioning data to improveperformance, via step 110′. Steps 108′ and 110′ are analogous to thesteps 108 and 110 of the method 100.

Thus, the method 100′ learns whether performance of the automatictransmission is suffering at certain positions and adjusts the shiftthresholds of the automatic transmission to improve performance at thesepositions. As a result, shifting may be smoother, wear and tear on theautomatic transmission reduced, and gas mileage improved. In addition,the method 100′ allows certain events to be separately accounted for.

FIG. 4 is a more detailed flow chart of one embodiment of a method 105′for determining whether the one-time event has occurred. Data relatingto the one-time event is obtained, via step 112. In a preferredembodiment, step 112 determines the current fuel efficiency, such as themiles per gallon, of the vehicle. The fuel efficiency is used because itcan be rapidly computed and is generally a direct indicator of anunusual load on the vehicle. The current fuel efficiency at the position(which can be determined using GPS positioning data) is then compared toa range of fuel efficiencies that are considered normal for the vehicle.Thus, it is determined whether the data for the current position, suchas the current fuel efficiency, is outside of a normal operating range,via step 114. If so, them the vehicle is subject to a one-time event,such as an unusual load due to strong winds or the towing of anothervehicle. If the current fuel efficiency is outside of the normaloperating range, therefore, step 106 of the method 100′ is performed.Thus, the transmission of the vehicle ensured to be at factory settings.Otherwise, step 108 of the method 100′ is performed. As a result, it islearned whether performance of the automatic transmission car beimproved.

FIG. 5 is a more detailed flow chart of one embodiment of a method 108″in accordance with the present invention for learning whetherperformance of the automatic transmission can be improved. The method108″ can be used to perform the step 108 of the method 100 depicted inFIG. 3A or the step 108′ of the method 100′. Referring to FIG. 5, it isdetermined whether the automatic transmission has performed a shift, viastep 122. If so, the time in the new gear is monitored, via step 124. Itis determined whether the automatic transmission shifts from the newgear back to the previous gear in less than a particular threshold time,via step 126. For example, the threshold time may be five to ten secondsor less. If the automatic transmission shifts back to the previous gearin less than the threshold time, then the automatic transmission isconsidered to have made an unnecessary shift. As discussed above, in analternate embodiment, large, rapid changes in the load may be used todetermine whether an unnecessary shift has occurred. Thus, step 126could be considered to determine whether an unnecessary shift hasoccurred.

If it is determined in step 126 that the automatic transmission hasshifted back to the previous gear then a record is created or updated,via step 128. The record indicates that an unnecessary shift hasoccurred as well as the positioning data that corresponds to theunnecessary shift. Note that a single record may be kept for multiplepositions that are all only a short distance apart. Typically, the rangeof positions that correspond to a single record is relatively arbitrary.Thus, the vehicle need not be in exactly the same position when a shiftand the corresponding unnecessary shift occur to be considered part ofthe same record and possibly result in adjustment of the shiftthreshold.

It is determined whether the unnecessary shift corresponding to therecord has been made a particular number of times, via step 130.Preferably, step 130 determines whether for a certain percentage oftimes the position(s) correspond to the record has been encountered thatan unnecessary shift has occurred. In one embodiment, the percentage istwenty percent. If so, then it is indicated that the shift thresholdsshould be adjusted in step 132. Otherwise the method 108″ returns tostep 122. Thus, the method 108″ determines whether an unnecessary shifthas occurred for some percentage of the times a particular area has beenencountered. If so, then the performance of the automatic transmissioncan be improved. Thus, the shift thresholds are adjusted, as describedbelow.

FIGS. 6A and 6B depict methods in accordance for adjusting the shiftthresholds. FIG. 6A is a flow chart of one embodiment of a method 110″in accordance with the present invention for adjusting a shiftthreshold. Thus, the method 110″ can be used for the step 110 and 110′of the methods 100 and 100′, respectively, of FIGS. 3A and 3B,respectively. Desired new thresholds for the automatic transmission aredetermined, via step 140. If the unnecessary shift was a shift to ahigher gear, the new thresholds are higher. If the unnecessary shift wasto a lower gear, the new thresholds are lower than current thresholds.In addition, in one embodiment, the vehicle may detect other drivingconditions and change the desired shift thresholds accordingly. Forexample, the vehicle may detect the outside temperature, whether rain isfalling or determine the road conditions and change the desiredthresholds accordingly. The shift thresholds are then adjusted to thedesired levels for the positioning data, via step 142. Step 142preferably sets the shift thresholds for a region around the positioningdata corresponding to the record discussed in the method 108″ of FIG. 5.Referring back to FIG. 6A, when the vehicle thus approaches the regioncorresponding to the record, the shift thresholds will be adjusted tothe desired level. As a result, performance of the automatictransmission should be improved. Consequently, the lifetime of theautomatic transmission, the smoothness of the ride for passengers in thevehicle and gas mileage for the vehicle should be improved. Note that ifthe desired thresholds are not sufficient to prevent an unnecessaryshift, then the methods 100, 100′, 108″ and 110′ may be repeated.

FIG. 6B is a flow chart of a second embodiment of a method 110′″ inaccordance with the present invention for adjusting a shift threshold.Thus, the method 110′″ can be used for the step 110 and 110′ of themethods 100 and 100′, respectively, of FIGS. 3A and 3B, respectively.Desired new thresholds for the automatic transmission are determined,via step 144. If the unnecessary shift was a shift to a higher gear, thenew thresholds are higher. If the unnecessary shift was to a lower gear,the new thresholds are lower than current thresholds. In addition, inone embodiment, the vehicle may detect other driving conditions andchange the desired shift thresholds accordingly. For example, thevehicle may detect the outside temperature, whether rain is falling ordetermine the road conditions and change the desired thresholdsaccordingly. Changes in the shift thresholds are then determined, viastep 146. These changes are a fraction of the difference between thecurrent shift thresholds and the desired shift thresholds. In someembodiments, the changes may be one-tenth to one-half of the differencebetween the current shift thresholds and the desired shift, thresholds.The changes in the shift thresholds are then applied to the shiftthresholds for the positioning data, via step 148. Step 148 preferablysets the shift thresholds for a region around the positioning datacorresponding to the record discussed in the method 108″ of FIG. 5.Referring back to FIG. 5B, when the vehicle thus approaches the regioncorresponding to the record, the shift thresholds will be adjusted tothe desired level. Thus, the shift thresholds are adjusted to be closerto the desired level in step 148. As the vehicle repeatedly encountersthe same geographic region, the shift thresholds will be slowly adjustedtoward a desired level. Furthermore, if the conditions change in thearea, the shift thresholds will be slowly adjusted to a new desiredlevel. As a result, performance of the automatic transmission should beimproved. Consequently, the lifetime of the automatic transmission, thesmoothness of the ride for passengers in the vehicle and gas mileage forthe vehicle should be improved. Note that if the desired thresholds arenot sufficient to prevent an unnecessary shift, then the methods 100,100′, 108 ″ and 110″ may be respeated.

Note that the methods 110″ and 110′″ can also adjust the shiftthresholds to be closer to the factory settings. For example, supposethat the method 110′ or 110″ was used to adjust the shift thresholds ofthe vehicle away from the settings to account for certain roadconditions. Suppose also that these road conditions change sufficientlyto start to result in unnecessary shifts when the new shift thresholdsdetermined in the methods 110′ and 110″ are used. In such a case, themethods 100 and 108 will indicate that performance can be improved bychanging the shift thresholds. The methods 110′ and 110″ may thenrecalculate new shift thresholds (which are closer to the factory setshift thresholds) or utilize the factory set shift thresholds for theautomatic transmission. The methods 110′ and 110″ then adjust the shiftthresholds to be closer to the factory set shift thresholds. However, ina preferred embodiment, the methods 110′ and 110″ will use an evensmaller adjustment. For example, the methods 110′ and 110″ may changethe shift thresholds by approximately one-fiftieth of the differencebetween the factory set shift threshold and the current shiftthresholds. The adjustment toward the factory set shift thresholds is,therefore, preferably made in smaller increments. The methods 100, 100′,108″, 110′ and 110″ can continue to learn from and account for changesin driving conditions to improve performance of the automatictransmission.

FIG. 7 is a flow chart of one embodiment of a method 150 in accordancewith the present invention for removing records in automatictransmission using GPS assistance. The method 150 is used to removerecords provided or adjusted using the method 108″ of FIG. 5. Recordsmay be desired to be removed because the vehicle may not drive through aparticular area for a long period of time, for example because the ownerof the vehicle moves. Thus, using the memory to store these unusedrecords could be wasteful. It is, therefore, determined whether thevehicle has not encountered the region corresponding to the record for aparticular period of time, via step 152. The period of time ispreferably relatively long, such as one or a few months. If the vehiclehas been in this area, then nothing is done. However, if it isdetermined that the vehicle has not been in the region for the period oftime, then the record is removed from memory, via step 154. Thus, moreefficient use of resources can be made. Further, if the vehicle doesencounter this area again and an unnecessary shift occurs, then therecord can be added again using the method 108″ described in FIG. 5.

FIG. 8 is a block diagram of one embodiment of a system 200 inaccordance with the present invention for controlling the automatictransmission using GPS assistance. The system 200 can implement themethods 100, 100′, 108″, 110′ and 110″ The system 200 includestransmission subsystem 202 and a GSP subsystem 208. The GPS subsystem208 receives information from a GPS satellite (not shown in FIG. 8) andprovides the positioning data used in the methods 100, 100′, 108″, 110′and 110″. In one embodiment, the GPS subsystem 208 receives datadirectly from the GPS satellite and processes the data accordingly. Insuch an embodiment, the GPS subsystem 208 would include a transmitter(not explicitly shown) and receiver (not explicitly shown) forcommunicating with the satellite. However, in another embodiment, theGPS subsystem 208 utilizes positioning data obtained by another GPSsystem of the vehicle, such as a GPS navigation system. In such a case,the GPS subsystem 208 need not include any mechanism for directcommunication with the GPS satellite.

The transmission subsystem 202 includes a monitoring block 204 and alearning block 206. The monitoring block 204 receives data from theautomatic transmission and provides the transmission data to thelearning block. The learning block 206 utilizes the transmission dataand the positioning data obtained from the GPS subsystem 208 todetermine whether performance of the automatic transmission can beimproved. Although monitoring block 204 and the learning block 206 aredepicted as separate, they could be implemented together as a singleunit. Thus, in a preferred embodiment, the monitoring block and learningblock implement the steps 104 and 108 of the method 100, while the GPSsubsystem 208 implements the step 102 of the method 100. The system 200also preferably includes a memory 210 for storing the records describedin the method 108″.

The system 200 can be integrated into the vehicle in a variety of ways.FIGS. 9A and 9B depict two ways in which the system 200 can beimplemented in the vehicle. FIG. 9A is a block diagram of one embodimentof the system 200 in accordance with the present invention as used in avehicle. As shown in FIG. 8A, the system 200 is integrated into anautomatic transmission 220. In one embodiment, the system 200 could beintegrated into the control logic (not explicitly shown) of theautomatic transmission 220. Furthermore, the GPS subsystem 208 isdepicted as linked with a GPS navigational system 230. In such anembodiment, the GPS navigational system 230 would communicate with a GPSsatellite (not shown) for obtaining positioning data. The GPS subsystem208 would then obtain the data from the GPS navigational system 230 andperform any additional processing required. However, in an alternateembodiment, the GPS system 208 would communicate directly with the GPSsatellite. In such a case, the GPS subsystem 208 need not be linked withthe GPS navigational system 230.

FIG. 9B is a block diagram of a second embodiment of the system 200 inaccordance with the present invention as used in a vehicle. A portion ofthe system 200 is still implemented in the automatic transmission 220′or the control logic (not explicitly shown) of the automatictransmission 220′. In such an embodiment, the transmission subsystem 202is implemented in the automatic transmission 220′, while the GPSsubsystem 208 is implemented in the GPS navigation system 230′. Thus,the portions of the system 200 that monitor the automatic transmission,learn whether the automatic transmission's operation can be improved andadjust shift levels are incorporated into the automatic transmission.The portions of the system 200 that obtain the positioning data from theGPS satellite are incorporated into the GPS navigations system 230′.However, the transmission subsystem 202 and the GPS subsystem 208 stillfunction together to improve performance of the automatic transmission220′ using GPS positioning data.

A method and system has been disclosed for controlling an automatictransmission using the assistance of GPS. Software written according tothe present invention is to be stored in some form of computer-readablemedium, such as memory, CD-ROM or transmitted over a network, andexecuted by a processor. Consequently, a computer-readable medium isintended to include a computer readable signal which, for example, maybe transmitted over a network. Although the present invention has beendescribed in accordance with the embodiments shown, one of ordinaryskill in the art will readily recognize that there could be variationsto the embodiments and those variations would be within the spirit andscope of the present invention. Accordingly, many modifications may bemade by one of ordinary skill in the art without departing from thespirit and scope of the appended claims.

1. A system for controlling an automatic transmission comprising: aglobal positioning satellite (GPS) subsystem for obtaining positioningdata using a GPS satellite; and a transmission subsystem coupled to thetransmission and the GPS subsystem for monitoring the automatictransmission to obtain transmission data, for automatically learningwhether performance of the automatic transmission can be improvedutilizing the positioning data and the transmission data and forautomatically adjusting a shift threshold for the automatic transmissionfor the positioning data if the transmission subsystem determines thatthe performance of the automatic transmission can be improved; whereinthe automatic transmission subsystem determines automatically that theperformance of the automatic transmission can be improved when apredetermined load on the automatic transmission system increases by aparticular amount within a particular time, wherein the automatictransmission subsystem automatically adjusts a shift threshold if thelearning determines that the performance of the automatic transmissioncan be improved and if the positioning data can be obtained using theGPS, and the automatic transmission automatically substation sets theshift threshold to a preset shift threshold if the positioning datacannot be obtained using the GPS.
 2. The system of claim 1 wherein thetransmission subsystem adjusts the threshold by determining whether adriving condition exists and determining a desired threshold for theautomatic transmission based on the driving condition.
 3. The system ofclaim 1 wherein the transmission subsystem further adjusts the shiftthreshold only if the transmission subsystem determines a particularnumber of times that the performance of the automatic transmission canbe improved.
 4. The system of claim 1 wherein the transmission subsystemfurther adjusts the shill threshold each time the transmission subsystemdetermines that performance of the automatic transmission can beimproved.
 5. The system of claim 1 further comprising: a memory coupledto the transmission subsystem for storing a record of the positioningdata and transmission data.
 6. The system of claim 5 wherein thetransmission subsystem further removes the record if the positioningdata is not repeated for a particular time.
 7. The system of claim 1wherein the transmission subsystem monitors a load on the transmission.8. The system of claim 7 wherein the transmission subsystem determineswhether the load indicates that the automatic transmission is to shiftup or shift down and wherein the transmission subsystem further adjuststhe shift level up if the load indicates that the automatic transmissionis to shift up and adjusting the shift Threshold down if the loadindicates that the automatic transmission is to shift down.
 9. Thesystem of claim 1 wherein the GPS subsystem and the transmissionsubsystem are integrated into the automatic transmission.
 10. The systemof claim 1 wherein the GPS subsystem is integrated into a GPS navigationsystem.